1972-1973 Volvo 1800ES

Is it a sports car? A GT? A wagon?

Buyer's Guide from Hemmings Sports & Exotic Car

"Darwin Was Right," crowed a 1971 ad emphasizing Volvo's evolutionary approach to its range-topping GT, the P1800/S/E coupe, since its stateside 1962 launch. There was a power boost in 1964 (roughly timed with Volvo's taking production in-house after its issues with Jensen of England), and another in 1966, which coincided with the addition of power front disc brakes. More power in 1969, as well as dual-circuit braking. (1800s also won a pair of national SCCA F-Production championships.) For 1970, Volvo added fuel injection and a beefier four-speed transmission, and hung disc brakes on the rear axle. If the facts weren't compelling enough, the photo showed a family of vintage P1800s crawling up out of the ocean as waves crashed onto the rocks behind them.

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Yet the company wasn't done yet. They knew a freshening was needed, and with the recent proliferation of hatchbacks on the continent, from the Renault 16 to the MGB GT on up to the Lamborghini Espada, an opening third rear door was increasingly hip--and useful, to boot. A Kamm-tailed wagon-back restyle was just the recipe. A pair of prototypes were built: one by Coggiola, and another by Pietro Frua (the P1800's original stylist, Pelle Pettersen, was a student of Frua's). Volvo considered both to be too avant-garde, and went with in-house Volvo designer Jan Wilsgaard's extended-roof vision instead, using frameless glass for the entirety of the hatch.
The result was the 1800ES, launched in the fall of 1971 as a 1972 model. In 1972, the ES sold alongside the standard coupe model, but for '73, this was the only 1800 sold new at the Volvo store. Mechanically, it absorbed all of the latest-and-greatest 1800 coupe's driveline--two-liter fuel-injected four, four-wheel disc brakes, Laycock de Normanville overdrive unit--although a compression drop from 10.5:1 to 8.7:1 saw power drop to 112 net horsepower, compared to 130hp gross in '72; this stateside-only unit was dubbed engine variant B20F. The suspension remained the same as the coupe's, partly because the ES weighed just 65 pounds more than a comparable coupe (and the extra two inches of length were all thanks to the rear bumper, a husky piece of business meant to protect that glass opening). The Borg-Warner Type 35 three-speed automatic remained an option for those who preferred to let the car shift itself.
Ahead of the B-pillar, the cockpit remained the same; behind it, the rear seat gained a folding backrest that allowed a surprisingly capacious loading area. (Those who have experienced sitting in the back of an 1800ES report that while it's better than the coupe's penalty box, reserving that space for kids, pets and groceries, or else keeping the seatback folded flat, is the way to go.) Though sales were relatively slow, Volvo subsequently adopted the all-glass hatch as something of a styling cue on its sporting hatchbacks, giving this feature to both the Europe-only 480ES 2+2 and, more recently, the Golf-sized, premium, Edward Cullen-driven C30.
Car and Driver fawned over their example in the December 1971 issue: "What the car enthusiast...will need for those long weekends is a machine that comes as close as possible to sports car handling and response--a car that won't bore him to sleep or scare him wide-eyed--but still has enough cargo area for the equipment... There is enough space for a 30hp outboard plus a can or two of gas...enough picks, pitons and rope to climb Mount McKinley...a couple of those small trail Hondas with the folding handlebars...or a tent and enough beer to rough it painlessly at Watkins Glen. Whatever it is, the Sportwagon won't put a lid on your lifestyle." The $5,200 price tag barely drew attention.
U.K.'s Car magazine was rather less enthusiastic, claiming that it..."suffers from the disadvantage of being overtuned and underpowered for its role. That's what makes it comparatively intractable around town... Engine noise is too high when it's revved hard and it will not pull third from low speeds."
Handling? "It suffers from three basic failings: too much body roll, vague steering and excessive bump steer. None of these are going to kill you or even produce great dramas, but they are just totally unacceptable in a £3,000 car with sporty pretensions." The styling is "a rescue operation that has helped rather than saved," and overall, "It's very hard to see why anyone would want to buy it; indeed, it's hard to see why anyone would want to make it!" Oh dear. However pithily put, they may have had a point: Just 8,077 (or 8,078, depending on the source) examples of the 1800ES were built in its two model years--1972 and 1973. That's right around the 4,000-per-year average that the previous P1800 coupe variants (see Buyer's Guide, March 2008) sold, although the later cars outsold the '72s by a considerable margin.
We contacted Don Thibault, long-time restorer of every variety of Volvo 1800 under the sun, to help us highlight what to look for on these cars. Turns out, there were some significant year-to-year differences, even within the 1800ES models. The '72s shared bumpers with the coupes, while the '73s were reinforced, stuck out further, and were mounted on hydraulic shocks in order to pass the upcoming 5 MPH bumper regulations. The doors were also given additional protection, in the form of steel side beams. Also, inside, the P1800 switches were all converted to rockers, "all of which are failing as we speak and are difficult to find," Don half-joked. "The fan switch, wipers, the rear defogger...the rockers were cool, but after almost 40 years of rocking, they could be worn out."
Considerable expense would have been spent to bring the 1800ES into federal compliance for emissions and crash regulations for 1974 and beyond--a job Volvo seemed to start tackling with the 1973 addition of the bumpers and the door beams. Considering the machines' low sales volume, and the notion that this platform was launched in 1961, however, they decided to call it a day.
While an 1800ES can still be found cheap, a recent resurgence in popularity and desirability puts it very nearly at the level of many older P1800 models.
If a pure performance machine is your goal, the 1800ES isn't going to be your ride of choice. But if you want something that swallows huge distances in comfort, something that assiduously avoids cookie-cutter styling, something that will happily fit two grown-ups and all of their stuff, and something that's legendarily reliable, the 1800ES may well be worth a look.
Body
The vast majority of the 1800ES body (including the rear quarters!) is the same as the coupe--only the roof and rear panel differ--and so the same issues the coupe faces will also confront the 1800ES. Watch for signs of tinworm around the headlamps, rocker panels (there should be two visible seams--their absence indicates that work's been done), rear quarters and floors. The nose panel has been discontinued--and plenty of these vintage machines have sustained some sort of nose-related damage, despite their strong brakes, so bring a magnet with you and check for skimcoat filler. Also, water can get in through the cowl vent or through a worn windshield gasket, letting rust form in a place you may not otherwise check.
You'd think that the ES's exclusive tail treatment could cause problems, and you'd be half right: Taillamp lenses are easy enough to source, but the housings have not been reproduced, and are scarce.
Interior
All 1800ES's received a new interior treatment from Volvo: new seats (still leather-clad; the rear seat is vinyl) that feature a built-in headrest and are generally considered more comfortable than older 1800 seats, plus new one-piece door panels that do away with the finicky nature of older 1800 armrests. Also note that the '72 models were the first to have both retractable front belts and any belts at all in the rear, so other interior panels from older models may not swap over. Alas, the ES does inherit some of its progenitor's interior issues: The upper and lower dash pads tend to crack and split over time, with a molded plastic cap being the only economically priced alternative to proper replacements.
Engine
Volvo's B20 can run forever. Parts are plentiful, and there's nothing tricky about rebuilding a B20. The only issue you might find is with the fiber timing gear; correct-material replacements are available, or you can get steel gears. The biggest issue with the Bosch fuel injection is the gas that people try to push through it. "If there's rust in the gas tank, they could have a fuel delivery problem," Don reports. "Fuel cools and lubricates the engine. Rust will wreck the fuel pump or plug the injectors. New tanks are available." As for the injection itself, "The...system is very rugged, robust, and easy to diagnose. Injectors and pressure sensors are available rebuilt; the original fuel pump was discontinued, but I have a replacement that works and costs less. ECUs, you can run 'em over with a truck they're so rugged. I sell 'em, but usually it's because of a misdiagnosis." Some wiring harnesses get dried out and go brittle, so the electrical system can be a hassle; replacement harnesses are available.
Transmission
Two transmissions were offered: the M41 four-speed with Laycock de Normanville overdrive, and a Borg-Warner three-speed automatic. "With the automatic, first gear just got you rolling, and from 40 MPH on up, you were in the same gear. It shifted with big clunks, and revved like hell on the highway." Problems? "They had a propensity to lose reverse," Don advises. "They tend to leak from every hole they can; those little red puddles here and there can all be fixed with a good rebuild," which should be every 100,000 miles or so. The M41 four-speed has developed the same reputation for reliability as the engine it's attached to. Issues here are minor: "The external solenoid for the overdrive can fail, but that's an easy fix; sometimes some of the O-rings on the power piston also need to be replaced." There's also a filter in there, which can warn of trouble: "You don't need to change it, just wash it in kerosene. But if there's junk in the screen, your transmission has other problems."
Brakes and Suspension
All 1800ES's had four-wheel disc brakes. The main issue here is with the front rotors: they don't swap with anything else that Volvo's ever built. At the same time, there aren't enough cars out there to justify any aftermarket support, so drivers exist on remaining OE stocks; they're still made, if in sparing quantities.
Suspension components are shared with other P1800s across the line--and select pieces will even swap out with the 122-series (i.e., Amazon) models, although the P1800's continued development would suggest that you probably wouldn't want to. Ball joints, tie-rod ends, anti-roll bars and other suspension components are easily sourced, and a new set of bushings will cure a number of handling ills.
View Point
Twenty years ago, the ES was on top of the pile. But then they slowly fell down--there was a big resurgence in the early cars, the Jensen-built models, cars with bullhorn bumpers. The wagons fell to the bottom. Even two years ago, a wagon could have been had for a third less money than a comparable coupe.
But just lately, within the last year, there's been a bit of a turnaround. Condition is everything, of course, but the wagon is now up there, maybe a touch below the coupe. The market speaks.
I've found that it's rare that a caller or a client doesn't care if they get a wagon or a coupe--they're looking for one or the other. Coupe fans don't want a wagon and vice versa. But I'm finding more people specifically looking for the wagons now.
When I talk with people--anyone, not just Volvo fans--I find that anyone who remembers the P1800, they remember the ES. Whether they like it or not, they remember it. Then again, I suppose people remember the AMC Gremlin, too.-- Don ThibaultSPECIFICATIONSENGINE
Displacement -- 1,987cc (121 cubic inches)
Horsepower -- 112 @ 6,000 RPM
Torque -- 115-lbs.ft. @ 3,500 RPM
Induction system -- Bosch electronic fuel injection
TRANSMISSION
Gearbox -- Either four-speed manual with synchromesh on all forward gears with Laycock de Normanville overdrive operating on fourth gear, or Borg-Warner Type 35 three-speed automatic
PERFORMANCE
0-60 MPH -- 9.2 seconds
Standing-mile -- 17.1 seconds at 79.4 MPH
Top speed -- 110 MPH
Source -- Car and Driver, December 1971
WEIGHTS AND MEASURES
Length -- 172.6 inches
Width -- 67 inches
Height -- 50.4 inches
Curb weight -- 2,610 pounds
Production
A total of 8,077 1800ES models were built for the 1972 and 1973 model years.
PRICE GUIDE
Low -- $13,850
Average -- $16,800
High -- $27,900
PARTS PRICES
Ball joint, lower -- each, $35
Brake rotor, front -- each, $195
Brake rotor, rear -- $60
Bumper corner section -- $386
Carpet set -- $275 and up
Clutch slave cylinder -- $75
Dash pad, lower -- $330
Dash pad, upper -- $449
Exhaust system, sport -- $375
Floor pan, -- each $115
Gas tank -- $495
Headlamp bucket, plastic -- $29
Interior panel set, black, red, tan -- $750
License light housing -- $151
Overdrive solenoid -- $252
Taillamp lens, red -- $76
Turn signal lens, amber -- $38
Timing gear, fiber (original) -- $66
Timing gear, steel, kit -- $238
Windshield seal -- $45
RECENT ADS1972 Volvo P1800ES Coupe Wagon: only two owners, 43,000 miles, three-speed automatic, folding rear seats...gorgeous! $17,000.
1973 Volvo 1800ES: 157,000 miles, mostly original condition. Four-speed, original interior, non-working A/C, missing radio. One repaint, minor rust. $2,950.
1973 Volvo 1800ES: showroom condition, 25,000 miles, always garage kept, automatic, $14,000 obo.
SPECIALISTSDon Thibault
372 Route 6A
Sandwich, Massachusetts 02537
508-888-9715www.p1800.comipd
11744 NE Ainsworth Circle
Portland, Oregon 97220
800-444-6473www.ipdusa.comGenuine Classic Parts
Bäckmarken
SE 555 92, Jönköping
Sweden
+46 0 36 39 33 50www.gcp.seVP Autoparts Inc.
3225 Fortune Drive, STE B
North Charleston, South Carolina 29418
843-760-0170www.vp-autoparts.comiRoll Motors
8505 Church Street #17
Gilroy, California 95020
408-847-1544www.irollmotors.comSwedish Treasures
Vintage Volvo Parts
P.O. Box 23
Fayetteville, New York 13066
866-637-3840www.swedishtreasures.comCLUB CORNERVolvo Sports America
P.O. Box 352
Fairless Hills, Pennsylvania 19030-0352www.vsa.org
Dues: $30.00; Membership: 1,600
Volvo Club of America
P.O. Box 16
Afton, New York 13730www.vcoa.org
Dues: $35; Membership: 4,000
Volvo 1800 Owners and Enthusiasts Grouphttp://autos.groups.yahoo.com/group/1800list/
Dues: none; Membership: 2,650

This article originally appeared in the March, 2011 issue of Hemmings Sports & Exotic Car.